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' r r '3 Sheets-Sheet '1 WJBUCHANAN, J. M. TO'UOEY; & H. I. HOYT;

COaIaBurning Locomotives;

No 224,640. Paten ted Feb. 17,1880.

lay/o I.- lll lunnmlul unlllilh WITNESSES jwfmw ATTORNEY o N-PEIERS, PHOTO LYHOGRAFHER UNITED STATES PATENT OFFICE.

WILLIAM BUCHANAN AND OHN M. TQUOEY, OF NEW YORK, N. Y., AND HENRY I. HOYT, OF NORWALK, ASSIGNORS TO THE RAILWAY GOM- BUSTION GOMPANY,OF BRIDGEPORT, CONN.

COAL-BURNING LOCOMOTIVE.

SPECIFICATION forming partof Letters Patent No. 224,640, dated February 17, 1880.

. Application filed December 27, 1879.

To all whom it may concern:

Be it known that we, WILLIAM BUCHANAN and JOHN M. TOUOEY, of the city, county, and State of New York, and HENRY I. HOYT, of Norwalk, county of Fairfi eld, State of Connecticut, have invented new and useful Improve front view of the diaphragm in position; Fig.

6,a longitudinal exterior view, showing the throttle-lever and steam-jet-pipe connections; Fig. 7, a top view of the same.

Ais the exterior shell; B, the combustion chamber; 0, the lower section of the fire-box B and O, the upper and lower faces of the inclined circulating-water bridge D, the smoke and gas outlet therein; H, ahollow ring around outlet D, with jet-tubes h extending radially inward; H and H, air-pipes leading to ring H; I, the slide-valve to close the same; M, the internal steam-pipe of ring H, provided with jet-tubes lying within jet-tubes h,- N, the

pipe leading from the boiler to pipe M; O O O,

the atomic air-distributers; PP, inlets thereto;

Q, thedoor-slide; R, the hinged valve thereof; S, the catch; T, the door; U, the adjustble diaphragm; V V, crank-levers thereof; W, itsshaft; X, the adjustable diaphragmrod; Y, its crank; Z, the extension-front; a, the throttle-lever; b, the steam-jet-pipe cock; 0, the steam-pipe leading from cock I) to pipe N; d, the steam-pipe leading to the stack; 6, thelever connecting throttle-lever a and cook b. The object of our invention is to economize the fuel of coal-burning locomotives by securing more complete combustion of the gases,

and thereby largely preventin g the formation of smoke, increasing the radiatingsurfaces by which water is converted into steam, obviating disturbance of the fire-bed bychecking the sharp force of the exhaust, preventing the formation of cinder and the consequent packing of road-beds therewith, and diminishing the danger of fire from sparks along the roadway. This is accomplished by combining various contrivances (old and new) for controlling the heat generated and securing its application to the ends desired,instead of escaping with the forced exhaust-draft incident to the quick generation of steam in locomotives.

distributers, O 0, having been somewhat heated therein. Air is also at the same time admitted through air-ducts P P in the back water-leg to the distributer 0, located over and around the doorway, and is heated as it passes out through the minute holes thereof to mingle with the slowly-rising gases.

. When the locomotive starts, the quick and powerful exhaust greatly intensifies the inward rush of atmospheric air to the distributers O O O and causes its delivery in atomic jets into and among the now rapidly-moving gases, forcibly combining therewith in their passage through outlet D into combustionchamber 13, whence the products of combustion pass on to the tubes.

It will be observed that the inclined circulating-water bridge, leading from the front to the back water-leg, is between the fire-bed in section 0 and the now fiercely-burning gases in combustion-chamber 13, whereby a very and thus secure their more uniform discharge through all the tubes, we employ a diaphragm in the smoke-box near the tube-sheet, extending from above the top of the tubes downward, and having connected with the fixed portion of the diaphragm a sliding plate so arranged as to admit of being raised or lowered by the engineer from the cab or from outside the boileucasiug, as the varied duty of the boiler requires.

The movement of the sliding portion of the diaphragm is obtained by a lever, rack, and pinion, or other equivalent devices.

We are aware that deflectors, screens, and other devices of wire-gauze and perforated sheets of metal have been used in the smokebox of locomotives, but not solid plates with mechanical devices regulated bythe engineer from the cab to meet the requirements of the engine while at work.

While the door of the furnace is closed the energy of the exhaust draws the air into the duets with great force; but when, for the purpose of firing, it is opened the movement of air through the ducts is partially arrested, and the action is not fully restored until a fewseconds after the closing of the door.. To remedy this we construct the door so as to leave a narrow space between it and the bottom portion of the door-frame, through which space air is admitted in a thin sheet to meet the first rising gases in the fire-box until such time as the air-ducts and jet-pipe resume operation.

To control this action there is attached to the door a sliding plate, with a hinged attachment, that slides upward when the door is opened to permit this hinged portion to pass over an angular device attached to the boiler or floor of the cab, as may be preferred. Upon closing the door of the furnace the lower hinged portion of the slide strikes against the angular device and remains open, thus admitting the air, as before described, to the furnace. The action thus far is automatic. To close the hinged portion entirely, it is only necessary for the fireman to touch a knob fastened upon the lower edge of the slide with his shovel or foot.

Additional air is at all times obtainable by opening slide I, and when a station is approached and the exhaust-draft ceases, opening cock I) fills pipe M with steam, which, eseapin g through jet-tubes h it, draws air forcibly in through pipes H H, to be expelled from ring I-I among the hotascending gases, and promotes their absolute combustion; and the action of the air-jet pipes at such times through the several atomic distributers is also further promoted by this opening of steam-cocks I), which is done by lever 6, connected with throttle-lever a, so that shutting the throttle opens the cock and lets steam into pipe 0, leading to pipes N and M. Opening. this cock I) also lets a jet of steam through pipe (1 into the stack and creates sufficient draft to draw air into the distributers. These pipes c and d (either or both) may be controlled by hand-cocks, if preferred.

The atomic air-distributers O 0, represented .as taking air from below the grate, may be placed outside the water-legs instead of inside, as now shown by us, the air being brought in through tubes and distributedover the surface of the fire.

Repeated practical trials have demonstrated that a locomotive so constructed will trail but little smoke, and that'of a ligh t-gray color, will scatter no inconvenient dust, and deposit only a modicum of cinders, while from athird to a half more water will be evaporated by the same number of pounds of coal than are required in locomotives not containing acirculating-water bridge from leg to leg, atomic airducts, and an adjustable check-diaphragm.

What we claim as our invention, and desire to secure by Letters Patent, is

1. A locomotive-furnace door with an aperture covered by a hinged slide attached there to, rising automatically when the door is opened and remaining open when the door is shut, provided with the necessary lip and catch to operate the same, constructed substantially as set forth.

2. In a locomotive, the steam-pipe leading from the steam-chamber to the smoke-stack, controlled by a cock to open or be opened simultaneouslywhen steam is shut off, to create a current through the atomic air-distributers, substantially as and for the purposes set forth.

3. The combination, in a locomotive, of a circulating-water bridge extending from leg to leg, and one or more air-distributers, O O O, constructed and operating together substantially as and for the purposes described.

4. The combination, in a locomotive, of a circulating-water bridge provided with a central outlet for the products of combustion, extend ing from leg to leg, one or more atomic air-distributers, O O O, and an adjustable rising and falling plate-diaphragm in front of the tubes in the smoke-box, all constructed and operating together substantially as and for the purposes set forth.

5. The combination, in a locomotive, of a circulating-water bridge provided with a central opening, D, and extending from leg to leg, chambers 13, O, and Z, and an adjustable rising and falling plate-diaphragm in chamber Z, and adapted to be operated at the will of the engineer, constructed and operating together substantially as and for the purposes set forth.

6. The combination, in a locomotive, of a steam-pipe, controlled by a cock operated by the throttle-lever,leadin g from the steam-chamber to the smoke-stack, and one or more atomic air-distributers, O O O, constructed and adapted to operate together substantially as and for the purposes set forth.

7. The combination, in a locomotive, of one ormore atomic air-distributers, an adjustable rising and falling plate-diaphragm in front of the tubes, and a furnace-door with an aperture at the bottom covered by a hinged slide attached thereto, adapted to rise automatically 7 when the door is opened and to remain open erating together substantially as and for the purposes set forth.

8. The combination, in a locomotive, of one or more atomic air-distributers, O O O, and a furnace-door with an aperture at its bottom covered by a hinged slide attached thereto, and adapted to rise automatically when the door is opened and to remain open when the door is closed, constructed and operating to- .gether substantially as and forthepurposes set forth.

9. The combination, in a locomotive, of a circulating-water bridge extending from leg to leg, a hollow ring around theoutlet therein, connected with air-ducts from Without and having a steam distributing pipe within it, one or more atomic air-distributers, an adjustable rising and falling plate-diaphragm in front of 20 the tubes in the smoke-box, and a furnacedoor with an aperture at the bottom covered by a hinged slide attached thereto, adapted to rise automatically when the door is opened and to remain open when the door is closed, all constructed and operating together sub-i stantially as and for the purposes set forth.

WM. BUCHANAN.

1 J. M. TOUOEY.

HENRY I. HOYT..

Witnesses S. J. GoRDoN, J our; W. RIPLEY. 

